Thank you Seattle Department of Transportation (SDOT).  The clean path on the east side of Delridge, leading to the lower West Seattle Bridge was finally swept of the leaf and tree debris that  accumulated for months – the path is much nicer (and wider) to ride now.

And another bonus this week was the addition of new path crossing zebra striping in a very needed place, the exit to Terminal 18 Public Access Park (the “Fishing Bridge”).  More drivers have been using this area as a place to U-turn from Spokane Street and making sure drivers are aware there is a busy path in use is helpful.  The park entry striping was also upgraded to be more visible.

Thanks SDOT!

Last year, in late 2010, I was conversing with the Seattle Department of Transportation (SDOT) about the problems cyclists (and pedestrians) face at the intersection on the east side of the lower West Seattle Bridge.  SDOT stated that no upgrades were to be done to the Major intersection at the S. Spokane St / east lower bridge area.  Now is the time as other low bridge users have pointed out.  In 2009, 139 cyclists were counted using the bridge in 2 hr period.  2010 counts should be out soon and likely the count will be higher.

The bike route follows the “Alki Trail” which is identified on signage in the area as the “West Seattle Bridge Trail,” from E. Marginal Way S E/W, crossing several busy Port of Seattle entrances and streets, to the west side of the lower West Seattle Bridge.  Cyclists (and pedestrians) have the choice of crossing S. Spokane Street to access/exit the trail at the base of the bridge, or loop under the bridge and avoid the major intersection entirely.  But many cyclists don’t even know the alternate route exits or are confused about how best to navigate the area.  Just recently, after I had exited the loop and was pedaling up the bridge, another cyclist caught up to me and asked, “Where did you come from?”  I replied, “Downtown.”  A look of complete confusion crossed his face and he asked, “But how did you come up from behind the bridge, is there another street?”  It turns out, even though he had cycled to Alki before, he had not known that there was route he could take to avoid the intersection.  He was glad that he now had another option.  But why did he have to ask another rider?  Why is there a lack of signage in this very confusing area?  What can SDOT do about it?  Here is a map showing (in red) the trail loop and (in black) the intersection referred to:  WestSeattleTrail

Several other intersection crossings in the immediate area had zebra striping and signage installed or fixed in early 2011, but the busy intersection at the base of the bridge remains without zebra striping (most of the striping in the N/S crosswalk area on S. Spokane St was removed when the pavement surrounding the railroad tracks was repaired and not replaced) or clear signage for cyclists/peds.  There is only one sign located near the entrance to the west side of the lower bridge, indicating to peds/cyclists that downtown is east.

Looking east from lower West Seattle Bridge approaching intersection. Bike path turns right at intersection or one can use the pedestrian crossing. Note lack of zebra striping.

 

Good signage on west side of lower West Seattle Bridge.

After one passes this sign, there is little indication of where to go.  Signage indicates that the West Seattle Bridge Trail turns right at the bottom of the bridge and that the Fishing Bridge is across the intersection.  But there’s nothing indicating which route a cyclist should take to continue downtown (or to SODO or Airport Way for that matter…).

From bridge, looking east, the path is to the right, heading west.

Sign indicates bridge trail is to the right, but where is "to downtown?" The next post signage, just visible beyond the barrel, says "Fishing Pier" is straight ahead, eastbound. Not really all that helpful either.

Thus, there’s often much confusion here.  At this busy intersection cyclists often end up crossing through the intersection on a red light to access the bike/ped path to the north, against oncoming and overtaking traffic.  A long light cycle and the requirement that a cyclist must press the pedestrian buttons to trigger both “walk” signals is a deterrent to using the intersection in a legal manner and may discourage new riders; Tom Vanderbilt, in his book Traffic, discusses this behavior.

Compounding the light cycle issue is the lack of zebra striping N/S across the S. Spokane St. intersection.  Trucks and cars regularly block the crossing curb cuts due to lack of stop lines for motorized traffic, completely blocking access to the trail as it continues east/west on the north side of the intersection.  Access to the curb cut is sometimes actually easier when crossing on a red light or “don’t walk” signal since the curb cut is then not blocked.

Additional signage indicating a downtown route could be added near the current West Seattle Bridge Trail signage.  This would be especially helpful for newer path users, or even current path users, who may not know that the trail that looks like it heads west actually routes them away from the busy intersection to downtown.  Recently I noticed that some path markings were outlined in draft format on the path itself, well after riding off the bridge and past the current signage, only starting at the curb cut exiting the path:  not soon or good enough even according to Seattle’s Bike Plan which indicates this area needs to better address cyclists needs (see number 99 on list).

“Use circular dot bicycle pavement markings with an arrow (or other markings) on non-arterial streets to indicate turns along an on-street route where signs may be difficult to see because of parked cars or vegetation (optional: use bike-in-arrow markings to indicate turns). ”  Using the dots in lieu of signage is not enough in this area.

Example of a wayfinding dot.

Signage should also be added for those using the West Seattle Bridge Trail westbound.  There is no signage letting westbound cyclists know they are heading anywhere but on the “West Seattle Bridge Trail.”  Additional clear signage should be added with a minimum “West Seattle” directional arrow somewhere around 11th Ave SW (where the current West Seattle Bridge Trail sign is located for westbound travelers) and additional signage or way finding along the path for westbound path users.

Looking east on path. One can choose to make a left at the curb cut (note that the zebra striping is worn away now - this is an older picture before the train track area was repaired) or continue straight on the "West Seattle Bridge Trail." Which route would you choose to access the path on the left side of the lower bridge?

Since signage has been used with much success both downtown and north of downtown, 200 signs alone were added to the Burke Gilman Trail recently, it should easily be added for those heading south and southwest as well.  This would be nothing but helpful for path users and future path users.  As the main access point for almost all cyclists heading in/out of West Seattle – this intersection should be a priority.

I have contacted SDOT for comment and am awaiting a response.  I will post an update once I hear back.

A new detour has been released by Washington State Department of Transportation between S. King Street and S. Main Street along the waterfront Alaskan Way.

Detour Published by WSDOT

Note that if cyclists choose to use the detour several problematic intersections will have to be traversed, especially at S. Main Street and near S. Main Street (uncontrolled crossing of northbound traffic lanes using zebra striping) and at the S. King St. intersection at which cyclists proceed southwest or northeast to/from accessing/leaving the new path.  Note that cyclists can continue to use the sidewalk along the west side of the street, but must yield to pedestrians if they do so.

Some discussion about the detour can be found here.

The inherent complexity of the detour is an issue but could other facilities for cyclists have been planned?  Would bike boxes have been useful to get cyclists from the east side of the path detour to the west so they can continue west been helpful?  Would a separate bike signal at King be useful here?  Reliance on auto/pedestrian traffic regulation for a major bike route may not be helpful to cyclists.

Note that cyclists can also avoid this detour by using 1st Ave or Western Ave as an alternate route (note some drivers may detour to these routes as well so traffic may be heavier on them in general).

I have commented to WSDOT about the new detour.  You can also comment to WSDOT on the Cascade Forum or by sending an email to Broch Bender at Benderb@wsdot.wa.gov.  Feedback to WSDOT will also be important if you do choose to use the detour.

EDIT 1/3/12:  I forgot Western ends/begins at the south end at Yesler, right at the north end of the construction area, i.e. it won’t route you around the detour mess but drop you right into it.  Western be a viable route to get to Yesler, then route to 1st, then back down to King. Or, just stay on Alaskan as part of vehicular traffic. I did notice this morning that there seems to be some large new signage (covered in black plastic so I couldn’t read it though) right at the bike/ped crossing on the north end of the detour route, I’m thinking this is likely some warnings to drivers to yield to bikes/peds…

Yesterday I encountered these newly placed stop signs while using the east side bike/pedestrian path on S. Alaskan Way, between S. Massachusetts Street and S. Atlantic Street.

Looking south along path on the east side of S. Alaskan Way.

The six signs (one set for northbound path users, one for southbound)  are placed on the bike/ped path at the construction entry/exit points and are clearly intended for path users.

Looking north on bike path along east side of S. Alaskan Way

The placement of these signs in the right of way of all path users, puts the burden of stopping at all hours on cyclists and pedestrians, the more vulnerable street users, whether or not the construction site is active.  No signage has been placed on the street for motorized traffic to similarly stop before proceeding past the same construction entry/exit points.

Southernmost stop sign, along with barrels moved to the center of the bike/ped path, creating an even more confusing/narrow travel path

The bike/ped path is part of the main arterial and as such, the signs should be placed so the construction crews know they themselves must stop before entering the arterial and must yield to all traffic, whether on foot, bike, or in a car/truck, before proceeding.  If the construction crew is concerned about the safety of cyclists and pedestrians on the path, the crew should make sure their action of crossing a busy right of way is done in a safe manner.  I am looking into this and will follow up once I receive a response regarding the reason behind the stop sign placement.

Recently, the problems encountered by cyclists riding on E. Marginal Way/Alaskan Way S. between S. Massachusetts and S. Atlantic Streets reached a head with wrong way drivers and poorly designed suggested bicycle detours.

Last month, October, Broch Bender of Washington State Department of Transportation addressed these concerns and led a reconfiguration of E. Marginal Way/Alaskan in this area.  In my opinion, this has made a big difference.

Approaching Massachusetts, a rider still has a choice to cross at a marked detour and use the west shoulder to ride northbound against traffic.  Many riders did this as it was preferable to fighting traffic behind them (including trucks heading to one of the several Port of Seattle entrances in the area) and not having the skills to take the lane.  Now one can ride past the suggested bike detour crossing and use the left turn only lane to S. Massachusetts and connect to the bike/ped path along the west side of Alaskan.  Even though one still has to ride across the intersection, a cyclist is more visible to traffic and the cyclist doesn’t have to feel pressured to make a left turn due to traffic approaching from or stopped behind.

Looking northbound at left turn only lane/thru lane at S. Massachusetts St.

While the new barriers do help protect users of the more southerly bike/ped path, the frequent flooding of the path can render the jerry-rigged path useless.  However, I have yet to see a wrong-way rider or a pedestrian on the street side of the barrier.  When the path floods I have noticed more cyclists heading south use the street instead, and pedestrians pick their way as best they can along the fence line (barriers are seen in the above image, left of center).

The other improvement made was adding two northbound lanes north of S. Massachusetts.  When the Port entrance at S. Atlantic is unusually busy, both lanes can be put into service so that trucks don’t stack up and block the (formerly) one northbound lane.  With one right turn only lane and in normal traffic, and one left turn only lane open, cyclists can now take the left turn only lane to access the new bike/ped path north of S. Atlantic.  There have been, to my knowledge, no more wrong way drivers.  It would be nice if the stoplight at the Alaskan/Atlantic intersection recognized cyclists however.  I have reported this with no change to date.

Riding in left turn only lane, traffic turning right can pass on the right. Leftside left turn lane can be opened if Port Traffic is heavier than usual.

WSDOT deserves praise for this change.  But it’s not permanent – ongoing construction ensures no consistency in the area.  Maybe this can be a learning experience for WSDOT and integration of modes of transportation other than cars and trucks can be considered before implementation of detours and new street configurations. In any case, someone will be watching.

 

On a chilly Saturday morning, October 15th, a group of cyclists and interested people gathered along with Council Member Sally Bagshaw to discuss the idea of making 26th Ave SW, just west of SW Delridge Way, into a bicycle Greenway.

Sally Bagshaw, members of the North Delridge Neighborhood Council

What is a Greenway?  Neighborhood Greenways are dedicated residential streets with low traffic volume and traffic speeds. The street is an extended connection between parks or schools or neighborhood businesses. The connection provides a quieter, slower paced place where bicycles, pedestrians and neighbors’ safety are given priority.

A Greenway along this portion of 26th, even though fairly short at just under 2 miles long, would be welcomed by the community.  26th is used by cyclists to avoid Delridge, and drivers use it as a cut-through to avoid Delridge as well – creating a higher speed roadway at times than it’s designed for, for families heading to the four parks linked by 26th – including the new skate park.  26th is also already a part of the Longfellow Creek Legacy Trail and is planned as a link in the West Seattle Golf Course Trail.

Traveling southbound on 26th Ave SW

Looking north from the very south end of 26th Ave SW

Creating a Greenway would hopefully create a slower speed street, add sidewalks, add other traffic calming features such as speed bumps and improve intersections such as the problematic, busy intersection of 26th and Gennessee.

Notorious intersection of 26th Ave SW & SW Gennessee and ride attendee.

The main concern most attendees had as everyone rode 26th north to the end, past SW Juneau St and then to the lower West Seattle Bridge at the north end, was the importance of connections.  At the south end there are currently no bike amenities connecting to the proposed Greenway.  Cyclists would have to climb up steep hills and staircases to access High Point and to continue north cyclists would have to connect to Delridge, a notoriously difficult street to ride by even experienced cyclists standards, let alone for families and less experienced riders - and is what is partially driving this Greenway proposal in the first place.  The north end connects to a rather haphazardly signed bike route, lacking any bike lanes or even miserly Sharrows, that accesses the lower West Seattle bridge and involves using the confusing (for cyclists) and busy intersection of SW Andover and Delridge and then figuring out that one has to use the sidewalk to travel to/from the bridge in both directions; or ride on the street that turns into a de-facto high speed motorist onramp to the West Seattle Bridge.

Council Member Bagshaw seems to understand just how important connections to the Greenway are.  The City Council, Southwest Seattle community groups, cyclists, pedestrians, park users and drivers should all put pressure on SDOT to not only make 26th a Greenway, but to improve connections to it and from it.  This seems to be important, several commenters on Seattle Bike Blog also stress the issue of connections.  How will cyclists join the areas north/south of the “Greenway” that have little to no infrastructure whatsoever? Will that lack mean a lack of riders on the Greenway? What will draw cyclists to the Greenway? Connections cannot be ignored, and that’s what I, and many cyclists, see as a lack in the Seattle bikeway ‘network’ that exists currently, especially in the south end, and what needs to be included in the Greenway planning.  Should another route, such as 21st Ave SW with direct connections to the lower West Seattle Bridge and locations further north? The Greenway plan will be either DOA or delayed for years however, if Proposition 1 does not pass.

Many cyclists who travel northbound on E. Marginal / S. Alaskan encounter this detour near S. Alaskan and S. Massachusetts, at the south end of the Coast Guard facility.

Suggested bike detour signage on S. Alaskan near S. Massachusetts

While the detour is not mandatory, there’s no signage indicating this and some cyclists, especially those more averse to riding in the roadway, use the detour.  The detour notoriously routes northbound cyclists against southbound traffic, basically creating a sanctioned Seattle Department of Transportation (SDOT) ‘bike salmon’ situation.

Detour route heading north, facing southbound lanes.

Even worse, now that the rainy season is starting, this section of  ‘detour’ floods deeply when it rains, not only hiding an uneven road surface but forcing the detour users out into the busy street.

Same detour as prior picture (note someone has moved the markers to the "center" of the detour, creating a "two-way" detour split). This was taken about 6:50 am.

This not only effects southbound cyclists and pedestrians, who have to sometimes enter into the stream of traffic suddenly – if they are unaware of the flooding up ahead, hoping that a driver will slow to let a cyclist merge ahead of them – but those northbound cyclists who have followed the detour now have to ride in the actual southbound lane the wrong direction.  The morning I took the flood pictures there was a constant stream of traffic (trucks, cars, delivery vans, 18-wheelers, etc.) and pedestrians and cyclists had to just hope that drivers were paying attention.  We shouldn’t have to hope.  If the City of Seattle wants to get the Greenways idea sold, then the basic bicycling infrastructure, even if it’s in a construction zone, and links to/from the infrastructure must be considered just as important. There’s no way to get those Interested but Concerned cyclists to the Greenways or new bike paths with problems like this.

UPDATE 10/21/11:  Just spoke with Broch Bender of the Washington Department of Transportation (WSDOT) and she let me know that this area has had the drainage system updated and there will be barriers installed between the bike “path” and the roadway.  Please post about your experience here if you have any comments about the changes.

While no cyclists went by when I was there, a jogger did pass, just before a line of cars came from the other direction and had to veer away from her.